Carbureter for internal-combustion engines.



R. SHIPMAN. GARBURETER POR INTERNAL COMBUSTION ENGINES. APPLICATIONFILED JULY 2,`19l0. 1,076,244. Patented 0Cn.21,1913

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RALPH, SHIP'MAN, or sonnent?, Pnltusvnvanra.

Leraars.

Spena-'canta of Letters raten? sensualiteit Fon -itr'aRNAt-coat-Bosrrotvitineraries.

Application filed July 2, 1910. Serial No. 576,101'.

vTo all whom it may concern:

Be it known that I, RALPH SHIrMAN, a

citizen 'of the United States, residing aty Sunbury, in the county 'ofNorthumberland 'and State ofV Pennsylvania, have invented certain newand useful improvements in Carburet/ers for Internal-Combustion Engines,of which the following is a specificaliOL The purpose of this inventionis to provide 'a 'more eiiicient carbureter for internal combustion'engines than the devices now generally employed for that purpose.

The details and advantages of the inven# tion will be 'pointed out inthe following specification taken in connection with the4 being shown indotted lines; Fig. 8 is a centr'al vertical section through vtheatomizer,

'the latter being shown on an enlarged scale and Fig. Ll is 'a sectionon the line 4-4 o Fig. 3.

Referring to the drawing, A indicates a reservoir for containing liquidfuel, such as gasolene, and in which, in practice, the fuel ismaintained at a practically constant level by 'means of a valve, notshown in the drawing, but well understood in the art. Thus the fuelmaybe maintained at a level indicated by the dotted line l or atanydesired point above or 'below said line, as may ,seein desirable. Fuel,it will be understood, enters the bottom of the reservoir, through 'thethreaded opening 2 in the bottom of the reservoir and passes upwardintothe tank through a port 3 in a diaphragm l, which port is to becontrolled by a valve in the reservoir. Upon the side of the reservoiris scoured a bracket-5 upon which is mounted a carbureting chamber B'which may be of any suitable type, but which is preferably of the typeshown in my prior Patent No. 783,902. The carbureting chamber shown inthe drawing, comprises a tubular casing, one end of which is providedwith a suitable fitting G for connection with extends through the upperpart of the carbureting chamber near its inlet end and upon this shaftis secured a valve 9 which extends toward the outlet end of the chamber.This valve normally takes an inclined position, as shown, its forwardend being provided with a stop 9a' which rests upon the bott-cin of thechamber and supports the forward end of the valve a short distance'above the bottom of the chamber.- A wire spring l0 passing through anopening ll'in the bottom of the chamber connects the valve with a studor post 12 upon the side of the reservoir and holds the valve normallyin the position shown in Fig. 2. The draft created by the suction of theengine, however, will lift the valve against the tension of the springand allow more or less air to pass through the Ach'amler 'according tothe requirement of the engi-ne; A damper 13, consisting of a butterflyvalve, is arranged between the valve 9 and the outlet port 6,. and theshaft 13a of this damper, it will be understood, is manually controlledby the operator 'of the engine to throttle the ow of the mixture, asdesired,

A lever 14 on the shaft 8, resting upon the operating arm 13b raises andlowers the valve 9 mechanically and in proportion to the eXteiit towhich the valve 18 is opened or closed, thus allowing the air to owunder the valve 9 with less restriction when` the "valve A13 is wideopen than when the valve 13 approaches its closed position.

The features above described are, in the lmain, found in my earlierpatent above re- My present invention relates rettet-eenen ai, reis.

threaded portion of the outer tube iits into a threaded opening 18 inthe bracket 5. .The upper portion of said tube 15 extends through an'opening 19 in the bottom wall of the carbureting chamber so that theopen end 15"' of the tube communicates with said chamber. A shortdistance belowl said' open end, the tube 15 is provided with one or moreopeningsA 15 in its wall for admitt'ing' air to the tube. The under sideof the wall of the cabureting chamber is recessed, as shown at 20,opposite the ports and the recess communicates with the atmospherethrough a suitable passageway21 connecting with the recess 20,the'arra-ngement being such that air may flow into the ports 153 andthence out of the port 15"` and into the carburcting chamber. The outertube 15 is also provided with ports or passageway 15d, adjacent to thehead 15a and the bracket 5 has on its under side a recessv 22communicating through a passageway 23 with the reservoir A. When theatomizer is in position, as shown in Fig. 1, the head'15a closes thelower side of the recess 22 and the liquid fuel mav pass from thereservoir through the passageway 23 into the recess 22 and thencethrough the ports or passageways 15d into the interior of the tube 15The inner tube 16 is open at both ends and longer than the outer t-ube.A head 16 is secured to the lower end of the inner tube and this headlits within a casing 24, the inner wall of which, for a portion of itslength, has angular faces 2a-a for engaging the sides of the head toturn the same. Be-

tween the head 16a and a shoulder 2111 in lsaid casing is interposed aspring 25. -rlhe 'lower end of the casing 24 is closed,`liquid tight, bya suitable head 24, The tube 15 is interiorly threaded below the airinlet 'ports 15, and that portion 161 of the inner tube which fitsbetween the ports 15c and 15d -of the outer tube is exteriorly threadedto engage the interior threads of the tube 15.

Thus there is a close fitting threaded con-A nection between'the twotubes at a point between the air inlet ports 15 and the fuel inlet ports15d of the outer tube. Below the threaded portion of theinner tube, saidtube is restricted in diameter so as to afford a space 26 between thetubes for the flow of -vlioluid fuel, and the inner tube is provided.

with a longitudinal slot 16C- to permit "f the liquid toV flow from thespace 26 into the 'interior of said tube.

It will be understood that the fuel, standing, in the reservoir, at alevel above the passageway 23. will flow by gravity through the ports'153 and fill the space 2b, and thevcasing 24 .Vandwill rise in theinner tube to the level of the fluid in the reservoir..

'A suitable packing 27 is arranged between the casing 24Cand the head15a and since the spring 25 constantly tends to. force thecasing 24toward the head 15, the packing 27 is constantly compressedr and a tightjoint,which prevents the escape of liquid ismaintained.

The upper end portion 16d of the inner tube is restricted in diameter scas to provide an 'annular air space 28 between the tubes op posite theports 15C .and extending to the outlet port 15b of the .outer tube. Asshown at 16 they outer wall 'of the inner tube lis fr; noventa conicalat its upper end, and the inner wall of the outer tubel also preferablyconverges as shown at 15e so that the airflowing in at the ports 15cwill flow out at the port 15b in the form of a cone the apex of which isabove the outlet end of the fuelA tube. By turning the cylindricalcasing 24 the inner tube may be adjusted within the outer tube so as tovary the distance between the conical ends of thel same and thusregulate the flow of air. i

The atomizer is located, as shown in dotted lines in Fig. 2, so that theoutlet ends of the two tubes will be approximately at the end of thevalve 9, and in operation7 at each suction'strolre of the engine piston,air will be drawn through the carburcting chamber from the open end 7under the valve 9 and over the open ends of the atomizer tubes, and-thedraft thus created will cause air to be drawn through the outer tube ofthe atomizer and the liquid fuel to be drawn through the inner tube ofthe atomizer into the carbureting chamber. The proportion of fuel to airis varied by the relative positions of the tubes, while the quantity ofmixture taken into the engine with any given adjustment varies accordingto the 4draft created by the suction of the engine.

My improved carbureter is particularly eficient at low speeds, where thedraft created by the engine is less ythan at high speeds, thisefficiency being due to the'fact that, with the arrangement described,the

proportions of air and liquid fuel, are automatically maintainedconstant at the different spceds and the liquid is intimately mixed withthe air at the outlet orifices of the atomizeru v."What l claim is 1. Anatomizer for explosive engines comprising an outer tube having air andfuel y inlet ports, an inner tube having a part fitting closely withinthe outer tube between said ports, and said tubes being separated aboveand below said part to provide spaces between the tubes, said inner tubeprojecting beyond the lower end of the outer tube, and

'prising an outer air tube, a fuel' tube havingV a threaded connectionwith the interior of the airtube, a casmg'incloslng oneend of the innertube and a spring arranged tofpress' said casing toward the lowerend ofthe outer t-ube. y y l 3. Anatomizer for explosive engines comprising anouter air tube, a fuel tube having a threaded connectionwiththeinteriors.

ofthe air tube, a headupon the fuel tube,

a cylindrical casing inclosing the head and having angular inner wallsfor engaging the faces of the head, and a spring interposed between saidhea-d and a shoulder in the casing.

4. An atomizer for explosive engines comprising an outer air tube, afuel tube having a threaded connection with the interior of the airtube, a casing inclosing the lower. end of the fuel tube anda springarranged to press said casingntoward the lower end of the airtube.

5. An atomizer for explosive engines comprising an outer air tube, afuel tube having a threaded connection with the interior of the airtube, a casing inclosing the lower end of the fuel tube and adapted toengage and turn the latter, and a spring arranged to press said casingtoward the lower end of the air tube.

6. An atomizer for explosive engines comprising an outer tube having anair in'let port near its upper end .and a fuel inlet'port below said airinlet port, and a fuel tube having a threaded connection with theinterior'of the outer tube between said air and fuel inlet ports, saidfuel tube having `an inlet port communicating with the fuel inlet portof the outer tube, a casing inclosing the lower end of the fuel tube andadapted for engaging and turning said fuel tube and a spring normallypressing said casing t0-- ward the lower end of the outer tube.

7 In an atomizer for explosive engines, inner and outer tubes having athreaded connection with one another, each tube having a head at itslower end, a casing inclosing the lower endof the inner tube and havingangular faces for engaging the head thereon, and a spring within thecasing 'and normally tending to press the casing toward the head on theouter tube.

In testimony whereof I affix my 'signa-- P. F. Howns, J. W.BARTHOLOMEW.'y

